Mine car



. June 9, 1931.

G. E. JONES. JR., ET AL 1,809,707

' MINE GAR Filed Dec. 2s. 1929 s sheets-sheet 1 I VENT RS BY?) June 9, 1931.

G. E. JONES. JR.,v ET AL MINE CAR Filed Dec. 23, 1929 3 Sheets-Sheet 3 ooe' I:GGG 0 IN V EN TURBl M AQT%QNEY Patented June 9, 1931 UNITED VSTATES PATENT OFFICE GEORGE E. JONES, JR., AND PERRY S. MGCALLEN, OF KNOXVILLE, TENNESSEE, AS-

SIGNORS I'1*0 SANFORD INVESTMENT COMPANY, OF WILMINGTON, DELAWARE, A

CORPORATION 0F DELAWARE .MINE CAR Application filed December 23, 1929. Serial No. 416,138.

Our invention relates to an improvement yin mine cars.

It is understood that the clearance space within which a mine car must travel in a mine is limited. Heretofore, it has been the common practice to locate the hinges for mine -car end-gates on the outside of the car body, the connection between the end-gate and car body generally being in the form of a bar or strap-metal arm extending from the outer edges of the end-gate close to, and parallel with, and embracing the outer surface of the car body side and extending to a point sufficiently far back from the extreme end of the car body to `form a hinge-connection by extending a bolt through the arm 'and the car body side at each side of the car body, the hinge being so located that the end-gate will, while being raised or lowered, swing clear of the end of the car, and yet close the end of the car when the end-gate is in the lowered position.

This is a recognized type of end-gate connection; but the fact that the connecting and embracing bar or strap metal arms are on the outside, means that the interior of the car itself must be correspondingly reduced" in width, in order that the prescribed transverse dimension of the car may be mainr tained.

The objectof our invention is to secure a maximum capacity for the car, and this is attained by constructing the car body of the full maximum width and locating thin sheetform or plate-form end-gate connections close to the inner face of the car sides, in

other words inside instead of outside of the Icar body; and, as asecondary object, it is our purpose to so construct the end-gate that it will resist spreading of the car body sides at the front end .where the sides can not be tied together in the manner customary at the inside width or dimensions of the car must be narrower correspondinglyto accommodate these bars and hinges. This condition we effectually obviate 1n our invention.

In the accompanying drawings,

Fig. 1 is a view in perspective, looking toward the front of the mine car with the end-gate raised;

Fig. 2 is a fragmentary top plan View;

Fig. 3 is a transverse vertical section on the line, 3-3, of Fig. 2, looking in the direction of the arrows in Fig. 2;

Fig. 4 is a vertical longitudinal section through the forward end of a mine car, taken on the line, 4 4, and looking in the direction of the arrows on Fig. 5

Fig. 5 is a front elevation with the end-gate closed.

The numeral l represents a modern type of and may, and preferably is, made4v of threepieces of 'sheet or plate metal riveted together at their ends, although the end-gate might quite properly be made in a single piece of plate metal. v

In the form of the end-gate which we have chosen to illustrate our invention, each plateform arm, 6, extends rearward from the body of the end-gate parallel to and substantially against the inner face of the adjacent body wall of the car. The upper part of each arm extends approximately horizontally rearward from the upper edge of the body of the end gate. The forward end of leach arm extends ldownward near the lower edge of the end-gate bod andthe lower edge of each arm extends t ence rearward and upward, whereby said arm is made tapering from the front rearward. The rear end of each of said plate-form arms is hinged to the sides of the car body by means of bolts, 7, which extend through the brackets, 8, and said arms and the adjacent side wall of the car, and preferably Ialso through the oppositely located brace, 4, as shown in Figs. l, 2, and 4. Thus these hinges are placed on a common axial line which is horizontal and transverse to the length of the car body.

The upper edges, 9, of the plate-form arms, 6, are shown rolled outward and downward to embrace the edge of the side wall of the car body, as clearly shown in Fig. 3 0f the drawings. Thus engagement is made between said arms and said body side walls for the purpose of holding the body side walls from spreading when the end-gate is closed. This engagement is made for the purpose of holding the forward parts of the car body sides from spreading when the end-gate is closed and the car contains a load.

Spreading of the forward ends of the car body side walls is further restrained by said plate-form arms. Sidewise outward movement of said arms is restrained by the endgate body and by the part of the body side wall at which said arms are hinged to the body side walls. All the surface of each arm, 6, makes contact with the lading and shields the corresponding part of the side wall from contact or impact of the lading. Thus the car need not have any tying member extending from the forward edge of each body side wall to the other and joined. to said walls. Thus unobstructed space is provided for the discharge of the lading when the car has been tilted forward and the end-gate has been raised.

The laterally outward turned edges 9 of the plate-form arm, 6, are adapted to rest on the adjacent upper edges of the car body side walls and thereby support said arms and the end-gate. The outward turn or roll of the upper edges of said arms stiilens the arms, thereby ample rigidity can be given to said arms when made of sheet metal.

It is also to be noted that because the plateform arms, 6, extend upward to or over the upper edge of the adjacent body side walls, those arms' are free to be lifted without lifting coal, only lateral frictional engagement between the coal and the side face of the arms requiring to be overcome. If two bars were used to support the door, at each side ofthe car, and those bars were put at the inner side of the body walls, the lower bar would be below the coal and would have to be raised through the coal. That construction has been tried and found objectionable because of such engagement between the lower bar and the coal. Two such bars are needed, one being attached to the u per part and the other to the lower part o the end door.

Thus constructed, we have a mine car of the greatest width allowed by the ordinary clearance space in the mine. The car is given maximum lading capacity by the above-'described arrangement of locating the arms of the end-gate within the car body and in close contact .with the inner surface ofthe sides ofthe car body and with the additional provision of a rolled over upper edge or flange to embrace and assist in holding the car sides against spreading.

On the outer face of the end-gate is a hook, 10, adapted to be engaged by any suitable means for raising the end-gate when the car reaches the tipple and is there tilted forward for discharge of thelading.

We claim as our invention,

1. A car of the general type described, including car body sides and an end-gate havingarms betweenthe car` body sides and means 1n position -to embrace extended portions of the upper edges of the car body sides to resist spreading when the end-gate is in its closed position.

2. -A car of the general type described, including car body sides and an end-gate, the end-gate having rearwardly-extending thin arms hinged to the sides of the car body and being in close relationship with the inner surfaces of the car body sides, the sides overlapping major ortions of the arms. 4

8. In a car o the general type described, the combination of car body sides and an end gate, the end gate having rearwardly extending and. relatively wide thin arms, said arms being hinged to the car body sides and being in close upright relationship with the inner surfaces of the car body sides for substantially the entire upright height of said arms. 4. A car of the general type described, including car body sides and amend-gate, thev end-gate having rearwardly-extending arms hinged to the sides of the car and resting in close contact with the inner surfaces of the car body sides, the upper edges of the end-gate arms being constructed and adapted to embrace the upper edges of the car body sides when the end-gate is closed.

5. A car ofthe general type described, including car body sides and an end-gate, the end-gate having arms and the u per ed es of said arms being rolled over to orm a ange which embraces the upper edges of the car body sides when the end-gate is closed, whereby spreading of the car body sides is resisted.

6. A car of the general type described, including car body sides and an end-gate, the end-gate having sheet metal arms lying closely against the inner faces of the car body sides and hinged tosaid sides and having stiff" upper edges resting above the upper edges of the car body sides and engaging the car body sides to resist spreading of said sides.

7 A car of the general type described, including car body sides and an end-gate, the end-gate having sheet metal arms lyin closely against the inner faces of the car bo y sides and hinged to said sides and having their upper `edges rolled outward across the upper.

eov

edges of the car body sides for stitening said arms and to rest on and 'engage said sides to restrain spreading of said sides.

8. In an end dump mine car, the combination of car body side walls and a front endgate adapted to be lifted when the car is tilted forward for dumping, said end-gate having sheet metal arms extending rearward parallel to and near the inner faces of the car body side walls and hinged to said side walls, vsaid side walls overlapping at least major portions of the arms. v

9. In an end dump mine car, the combination of substantially upright side walls and a front end-gate adapted to be lifted when the car is tiltedl forward for end dumping, and having sheet metal arms connected with the end-gate and extending rearward parallel to and near the inner faces of the side walls and being hinged to said side walls and being of substantial width and of substantial stifness, whereby the sidewise outward pressure of thevlading is largely taken by said arms, the side walls overlapping a major portion of the arms.

10. In an end dump mine car, the combination of substantially upright side walls, a

front end-gate adapted to be lifted when the car is tilted forward for end dumping, and having arms connected with the end-gate and extending rearward and parallel toland near the inner faces of the side walls, and being hinged to said side walls, and of substantial width and stiffness, said side walls having extended. upright close relationship with the major portions of the arms.

\ 11. In an end dump mine car, the combination of car body side walls, and a front end vgate adapted to be lifted relative thereto for dumping, said end gate having sheet metal arms extending rearwardly in parallel relationship to and inside the upright faces of the car body side walls, and hinged thereto, said side walls having extended close upright relationship with at least major portions of the arms.

12. In an end dump lninefcar, the combination of car body side walls, and a front end-gate adapted' to be lifted when the car 1s tilted forward for dumping, said end-gate having arms extending rearward and parallel to and near the inner faces of the car body side walls and hinged to said walls, said slde' walls having extended lateral contact with a major portion of the arms. v

13. In an end dump mine car, the lcombination of substantially upright side walls,`

braces located on one yside of and attached to said walls, a front end-gate adapted to be lifted when the car is tilted forward for end dumping, and .having sheet-metal arms connected with the end-gate and extending rearward and parallel to and near the faces of the side walls and being hinged to said side walls, and of substantial width and stiffness, said side walls having extended upright contact with the major portions of the arms.

14. In an end dump mine car, the combination of car body side walls, braces lying against and secured to one of the faces of the side walls,.and a front end-gate adapted to be lifted when the car is tilted forward for dumping, said end-gate having sheet-metal arms extending rearward parallel to and near the other faces of the body side walls and hinged to said walls adjacent said braces, said side walls having extended lateral Contact with a major portion of the arms.

15. In an end dump mine car, the combination of car body side walls, an end gate adapted to be lifted when the car is tilted for dumping, arms connected with the end gate and extending parallel with the car body side walls and near the faces thereof, pivotal supporting means for the end gate, and laterally extending flanges carried by the arms in position to enga-ge extended portions of the upper edges of the car body sides.

16. Inan end dump mine car, the combination of car body side walls, and a front end gate adapted to be lifted when the car is tilted forward for dumping, said end gate having arms extending parallel with the car body side walls, said arms having laterally extended flanges carried thereby in position to engage extended portions of the upper edges of the car body sides when the end gate is in its closed position.

In testimony whereof we have signed our names this 5th day of December, in the year one thousand nine hundred and twenty-nine.

GEORGE E. JONES, JR. PERRY S. MGCALLEN.

DISCLAIMER 1,809,707.-Ge01"ge E. Jones, J1. and Perry S. McOaZZen, Knoxville, Tenn. MJNE CAR. Patent dated June 9, 1931. Disclaimer filed January 2, 1940, by the inventors and the assignee, Sanford Investment Company. Hereby enters this disclaimer to claims 2, 3, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, and 16.

[O c'ial Gazette January 30, 1.940.] 

